JP7174645B2 - Vehicle control device and vehicle - Google Patents

Description

The present invention relates to a vehicle control device and a vehicle.

2. Description of the Related Art As a vehicle driving support technology, there has been proposed a technology for automatically controlling a course change of a vehicle, such as a lane change (for example, Patent Literature 1). Such driving assistance reduces the burden on the occupants and improves the convenience of the vehicle.

Japanese Patent Application Laid-Open No. 2018-103768

If the vehicle continuously changes its course, it lacks consideration for surrounding vehicles and lacks adaptability to the traffic society. Therefore, continuous turning of vehicles should be restricted. However, uniform regulation may reduce the convenience of the vehicle, for example, there may be a case where the vehicle detours instead of passing through a route that is preferable for reaching the destination.

SUMMARY OF THE INVENTION An object of the present invention is to restrict continuous course changes of a vehicle without greatly reducing the convenience of the vehicle.

According to the invention, for example,
A vehicle control device for controlling a vehicle,
travel control means for controlling travel of the vehicle including course changes;
a regulating means for regulating multiple route changes within a predetermined period of the vehicle by the travel control means,
The regulation by the regulation means is changed based on the condition of the vehicle during running ,
the situation includes a diversion request cause;
The request cause includes route guidance for guiding the vehicle to a destination under the control of the travel control means,
The regulating means does not regulate the course change when the route guidance is the cause of the request when the remaining distance to the branch point is less than or equal to a predetermined distance.
A vehicle control device characterized by the following is provided.

ADVANTAGE OF THE INVENTION According to this invention, the continuous course change of a vehicle can be controlled, without reducing the convenience of a vehicle significantly.

1 is a block diagram of a vehicle and a control device according to an embodiment; FIG. 2A and 2B are flowcharts showing an example of processing executed by the vehicle control device in FIG. 1; FIG. 4 is an explanatory diagram showing an example of restricting continuous lane changes of a vehicle; (A) to (C) are diagrams showing an example in which a vehicle is permitted to continuously change lanes. FIG. 2 is a flowchart showing an example of processing executed by the vehicle control device of FIG. 1; FIG. Explanatory drawing which shows the example of a different regulation period. FIG. 2 is a flowchart showing another example of processing executed by the vehicle control device of FIG. 1; FIG. (A) and (B) are explanatory diagrams showing another regulation example. (A) to (C) are explanatory diagrams showing another regulation example. FIG. 2 is a flowchart showing another example of processing executed by the vehicle control device of FIG. 1; FIG. 4A and 4B are flowcharts showing another example of processing executed by the vehicle control device in FIG. 1;

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. It should be noted that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the features described in the embodiments may be combined arbitrarily. Also, the same or similar configurations are denoted by the same reference numerals, and redundant explanations are omitted.

<First embodiment>
FIG. 1 is a block diagram of a vehicle V and its control device 1 according to one embodiment of the present invention. In FIG. 1, a vehicle V is shown schematically in a plan view and a side view. The vehicle V is, for example, a sedan-type four-wheel passenger car.

The vehicle V of the present embodiment is, for example, a parallel hybrid vehicle. In this case, the power plant 50, which is a travel drive unit that outputs driving force for rotating the drive wheels of the vehicle V, can include an internal combustion engine, a motor, and an automatic transmission. The motor can be used as a drive source for accelerating the vehicle V, and can also be used as a generator during deceleration (regenerative braking).

<Control device>
A configuration of a control device 1, which is an in-vehicle device of a vehicle V, will be described with reference to FIG. The control device 1 includes an ECU group (control unit group) 2 . The group of ECUs 2 includes a plurality of ECUs 20-28 configured to be able to communicate with each other. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor, data used for processing by the processor, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. It should be noted that the number of ECUs and the functions they are in charge of can be appropriately designed, and it is possible to subdivide or integrate them more than in the present embodiment. In FIG. 1, names of representative functions of the ECUs 20 to 28 are given. For example, the ECU 20 is described as "operation control ECU".

The ECU 20 executes control related to driving support including automatic driving of the vehicle V. FIG. In automatic driving, the driving of the vehicle V (acceleration of the vehicle V by the power plant 50, etc.), steering, and braking are automatically performed without requiring the driver's operation. Further, the ECU 20 can execute driving support control such as collision mitigation braking and lane departure suppression during manual driving. The collision mitigation brake instructs the operation of the brake device 53 to assist collision avoidance when the possibility of collision with an obstacle ahead increases. Lane departure suppression assists lane departure avoidance by instructing the operation of the electric power steering device 41 when the possibility of the vehicle V deviating from the lane increases. In addition, the ECU 20 can execute automatic follow-up control for automatically following the preceding vehicle in both automatic driving and manual driving. In the case of automatic driving, acceleration, deceleration and steering of the vehicle V may all be performed automatically. In manual operation, acceleration and deceleration of the vehicle V may be performed automatically.

The ECU 21 is an environment recognition unit that recognizes the driving environment of the vehicle V based on the detection results of the detection units 31A, 31B, 32A, and 32B that detect the surrounding conditions of the vehicle V. FIG. In the case of this embodiment, the detection units 31A and 31B are cameras for photographing the front of the vehicle V (hereinafter sometimes referred to as cameras 31A and 31B). Installed inside the vehicle. By analyzing the image captured by the camera 31A, it is possible to extract the outline of the target and the lane markings (white lines, etc.) on the road.

In the case of this embodiment, the detection unit 32A is a lidar (Light Detection and Ranging) (hereinafter sometimes referred to as the lidar 32A), and detects targets around the vehicle V and measures the distance from the target. to measure the distance. In this embodiment, five riders 32A are provided, one at each corner of the front of the vehicle V, one at the center of the rear, and one at each side of the rear. The detection unit 32B is a millimeter wave radar (hereinafter sometimes referred to as radar 32B), detects targets around the vehicle V, and measures the distance to the targets. In the case of this embodiment, five radars 32B are provided, one at the front center of the vehicle V, one at each front corner, and one at each rear corner.

The ECU 22 is a steering control unit that controls the electric power steering device 41 . The electric power steering device 41 includes a mechanism that steers the front wheels according to the driver's driving operation (steering operation) on the steering wheel ST. The electric power steering device 41 includes a drive unit 41a including a motor that exerts driving force (sometimes referred to as steering assist torque) for assisting a steering operation or automatically steering the front wheels, a steering angle sensor 41b, and a steering angle sensor 41b. It includes a torque sensor 41c and the like for detecting steering torque to be borne (referred to as steering load torque and distinguished from steering assist torque). The ECU 22 can also acquire the detection result of the sensor 36 that detects whether or not the driver is gripping the steering wheel ST, and can monitor the gripping state of the driver.

Winker levers 51 and 52 are provided in the vicinity of the steering hole ST. By operating the winker levers 51 and 52 by the occupant, the corresponding left and right direction indicators (not shown) can be operated. Further, in the present embodiment, the occupant can instruct the automatic course change of the vehicle V by operating the winker levers 51 and 52 . As an instruction for automatic course change, for example, the occupant can instruct the lane change to the left lane by operating the winker lever 51, and can instruct the lane change to the right lane by operating the winker lever 52. be. An instruction to change course by a passenger may be accepted during automatic driving or during automatic follow-up control.

The ECU 23 is a braking control unit that controls the hydraulic device 42 . A driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42 . The hydraulic device 42 is an actuator capable of controlling the hydraulic pressure of hydraulic oil supplied to brake devices (for example, disk brake devices) 53 provided for each of the four wheels based on the hydraulic pressure transmitted from the brake master cylinder BM. , the ECU 23 controls the driving of electromagnetic valves and the like provided in the hydraulic device 42 . Further, the ECU 23 can turn on the brake lamp 43B during braking. This makes it possible to increase the attention of the following vehicle to the vehicle V.

The ECU 23 and the hydraulic device 42 can constitute an electric servo brake. The ECU 23 can control, for example, the distribution of the braking force by the four braking devices 53 and the braking force by regenerative braking of the motor provided in the power plant 50 . The ECU 23 also controls the ABS function, traction control, and vehicle control based on the detection results of wheel speed sensors 38, yaw rate sensors (not shown), and pressure sensors 35 that detect the pressure in the brake master cylinder BM. It is also possible to realize the attitude control function of V.

The ECU 24 is a stop maintenance control unit that controls an electric parking brake device (for example, a drum brake) 54 provided on the rear wheels. The electric parking brake device 54 has a mechanism for locking the rear wheels. The ECU 24 can control locking and unlocking of the rear wheels by the electric parking brake device 54 .

The ECU 25 is an in-vehicle notification control unit that controls the information output device 43A that notifies information in the vehicle. The information output device 43A includes, for example, a head-up display, a display device provided on an instrument panel, or an audio output device. Additionally, a vibration device may be included. The ECU 25 causes the information output device 43A to output, for example, various information such as vehicle speed and outside temperature, information such as route guidance, and information related to the state of the vehicle V. FIG.

The ECU 26 includes a communication device 26a for inter-vehicle communication. The communication device 26a performs wireless communication with other vehicles in the vicinity and exchanges information between the vehicles.

The ECU 27 is a drive control unit that controls the power plant 50 . Although one ECU 27 is assigned to the power plant 50 in this embodiment, one ECU may be assigned to each of the internal combustion engine, the motor, and the automatic transmission. The ECU 27 controls the output of the internal combustion engine and the motor in response to the driver's driving operation, vehicle speed, etc. detected by, for example, an operation detection sensor 34a provided on the accelerator pedal AP and an operation detection sensor 34b provided on the brake pedal BP. or switch gears of the automatic transmission. The automatic transmission is provided with a rotation speed sensor 39 for detecting the rotation speed of the output shaft of the automatic transmission as a sensor for detecting the running state of the vehicle V. FIG. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39 .

The ECU 28 is a position recognition unit that recognizes the current position and course of the vehicle V. FIG. The ECU 28 controls the gyro sensor 33, the GPS sensor 28b, and the communication device 28c, and performs information processing of detection results or communication results. The gyro sensor 33 detects rotational motion of the vehicle V. FIG. The course of the vehicle V can be determined based on the detection result of the gyro sensor 33 or the like. The GPS sensor 28b detects the current position of the vehicle V. FIG. The communication device 28c performs wireless communication with a server that provides map information and traffic information, and acquires these information. Highly accurate map information can be stored in the database 28a, and the ECU 28 can more accurately identify the position of the vehicle V on the lane based on this map information and the like.

The input device 45 is arranged in the vehicle so that it can be operated by the driver, and receives instructions and input of information from the driver.

<Control example>
The control device 1 can switch the operation control mode of the vehicle V between, for example, an automatic operation mode and a manual operation mode according to an instruction from a passenger. Automatic driving control of the vehicle V is executed in the automatic driving mode. In automatic driving control, the ECU 20 sets an action plan for the vehicle V, outputs control commands to the ECU 22, the ECU 23, and the ECU 27 according to the set action plan, controls the steering, braking, and driving of the vehicle V, and controls the driving operation of the driver. The vehicle V is automatically driven without depending on the The ECU 20 sets the travel route of the vehicle V, refers to the position recognition result of the ECU 28 and the target recognition result, and causes the vehicle V to travel along the set travel route.

When the passenger indicates the destination, route guidance is performed to guide the vehicle V to the destination. Targets are recognized based on the detection results of the detection units 31A, 31B, 32A, and 32B. When it becomes possible to follow the preceding vehicle while traveling on an expressway or the like, automatic follow-up control can be executed, and in the automatic follow-up control, the preceding vehicle is automatically followed. Automatic follow-up control can be executed as one of driving support controls even during manual driving control.

FIG. 2(A) shows the control flow of the ECU 20 which is repeatedly executed in connection with the automation of the running of the vehicle V. As shown in FIG. An operation request is generated in S1. The operation request includes an operation request generated by the system and an operation request generated by an instruction from the passenger. The operation request generated by the system includes, for example, acceleration, deceleration, right/left turn, overtaking of the preceding vehicle, lane change, etc. for the ECU 20 to execute the action plan. An operation request based on a crew member's instruction includes, for example, a crew member's operation input.

In S2, it is determined whether or not the operation request generated in S1 is permitted. For the permission/denial determination, for example, it is determined whether or not the operation request generated in S1 can be executed by referring to the vehicle position recognition result, the travel path, and the target recognition result. If it is determined to be executable, then in S3 the running control corresponding to the operation request in S1 is executed. Here, control commands are output to the ECU 22, ECU 23, and ECU 27 to control the steering, braking, and driving of the vehicle V. FIG.

<Change course>
The automatic course change of the vehicle V under the control of the control device 1 will be described. In this embodiment, lane change will be mainly described as an example of course change. If the vehicle continuously changes lanes, it lacks consideration for surrounding vehicles and lacks adaptability to the traffic society. Therefore, in the present embodiment, continuous lane changes of the vehicle V are restricted. FIG. 3 is an explanatory diagram thereof. When the vehicle V traveling on the lane L1 completes the lane change to the lane L2, the next lane change is restricted for the restriction time T. - 特許庁That is, during the restriction time T, multiple lane changes are restricted. The illustrated example shows an example in which lane change to lane L1 or lane L3 is not permitted. Note that in the present embodiment, the regulation period is the time T, but it may be the traveling distance. In addition, although the start point of the regulation period is the time when the lane change is completed, other start points such as the start time of the lane change can be adopted as long as the lane change can be substantially continuously regulated.

On the other hand, if vehicles V are uniformly restricted from continuously changing lanes, for example, they may have to detour instead of taking a route that is preferable to reach their destination, thereby reducing the convenience of the vehicle. may cause Therefore, in the present embodiment, the restriction is changed based on the driving conditions, and the restriction on continuous lane changes is relaxed under certain conditions. 4A and 4B show an example thereof.

FIG. 4(A) shows that when the vehicle V changes lanes from L1 to L2 by route guidance and continuously changes lanes from L2 to L3 (fork road), regulations are eased and lanes are changed. Here is an example of allowing changes. If route guidance is the cause of the lane change request, the lane change is permitted with priority given to reaching the destination.

FIG. 4B illustrates the case of automatic overtaking. In order for the vehicle V to automatically overtake the vehicle V' which is the preceding vehicle, the lane is changed from the lane L1 to the lane L2, and furthermore, when the lane is continuously changed from the lane L2 to the lane L1, the regulation is relaxed and the lane is changed. is allowed. In the case of automatic overtaking, continuous lane changes are allowed in order to avoid driving in the overtaking lane for a long time.

FIG. 4(C) exemplifies the case of lane reduction on the road. An example is shown in which the regulation is relaxed and the lane change is permitted when the vehicle V continuously changes lanes to the lane L1 after changing from the lane L1 to the lane L2. Since lane L2 is a road that merges with lane L1 and disappears due to lane reduction, continuous lane changes are exceptionally allowed.

FIG. 2B shows a processing example of the ECU 20 related to continuous lane change regulation. This is an example of processing that constitutes a part of the permission/refusal determination in S2 of FIG. 2(A).

In S11, the ECU 20 determines whether or not a lane change request has occurred. A lane change request is generated by the system side or by an instruction from a passenger. The former is a request generated as a result of another process performed by the ECU 20 or the like. For example, the lane in which the vehicle is traveling disappears due to lane reduction. The latter is, for example, a case where a lane change instruction is given to the winker levers 51 and 52 . If a lane change request has occurred, the process proceeds to S12, and if not, the process proceeds to S13.

In S12, the ECU 20 determines whether or not to permit the lane change request, and terminates the process. Details will be described later. In S13 and S14, the ECU 20 performs processing related to the regulation time T. In S13, if there is a lane change being executed, the ECU 20 determines whether or not it is completed, proceeds to S14 when completed, and terminates the processing when it is not, or when the lane change is not executed. In S14, the ECU 20 operates a timer to start counting the regulation time T. For example, a regulation time T (for example, about 5 to 10 seconds) is set as an initial value, and time is measured until the remaining time reaches zero.

Note that, during the regulation time T, generation of a lane change request on the system side may be suppressed. Suppression basically prohibits the occurrence of a lane change request on the system side, and exceptionally, in the case of lane change for route guidance to the destination, or when reaching a road with no lane distinction, lane change request If there is no longer a need for regulation, it may be permitted.

<Approval decision processing>
FIG. 5 is a flow chart showing an example of the permission/refusal determination process of FIG. 2(B). In this example, continuous lane change restrictions are changed based on the cause of the lane change request. In S21, the ECU 20 determines whether or not the vehicle V can safely change lanes by referring to the target recognition results and the like, regardless of whether the lane changes are continuous or not. If the lane change is possible, the process proceeds to S22, and if the lane change is not possible, the process proceeds to S28. In S28, the lane change prohibition is set, and the process ends. As a result, the lane change requested in S11 of FIG. 2(B) is not executed.

In S22, the ECU 20 determines whether or not the regulation time T has elapsed since the previous lane change. That is, it is determined whether or not the lane changes are continuous. Whether or not the regulation time T has elapsed is determined by referring to the timer that started operating in S14 of FIG. 2(B). If the timer remaining time is 0, the process proceeds to S27, and if it is greater than 0, the process proceeds to S23. In S27, permission for lane change is set, and the process ends. As a result, the lane change requested in S11 of FIG. 2(B) is executed.

In S23 to S25, the type of request cause of the lane change request whose regulation should be relaxed is determined. In S23, the ECU 20 determines whether or not the lane change request of S11 in FIG. If so, proceed to S27. As a result, continuous lane changes are permitted under the conditions shown in FIG. 4(C). If it is not a lane change request due to lane reduction, the process proceeds to S24.

In S24, the ECU 20 determines whether or not the lane change request in S11 of FIG. 2B is caused by route guidance for guiding the vehicle V to the destination. move on. That is, in the case of a lane change request due to route guidance, the continuous lane change regulation is changed to permit. As a result, continuous lane changes are allowed under the conditions shown in FIG. 4(A). If the lane change request is not for route guidance, the process proceeds to S25.

In S25, the ECU 20 determines whether or not the lane change request in S11 of FIG. 2B is generated by automatic overtaking in which the vehicle V overtakes the preceding vehicle. A lane change request by automatic overtaking includes both a lane change request to an overtaking lane and a lane change request from the overtaking lane back to the original lane. If it is not a lane change request by automatic overtaking, the process proceeds to S28, and lane change disapproval is set. In other words, continuous lane changes are not permitted when instructed by the passenger. If the lane change request is for automatic overtaking, the process proceeds to S26.

In S26, the ECU 20 determines whether or not the current lane change request is executed for the third time or more in a series of lane changes due to automatic overtaking. is set, and if it is the second time, the process advances to S27 to set the lane change permission. Since the number of lane changes required to overtake the preceding vehicle is two, in the case of a lane change request by automatic overtaking, consecutive lane changes are allowed only once after the first lane change. . As a result, continuous lane changes are permitted under the conditions shown in FIG. 4(B). Comparing the lane change request by route guidance with the lane change request by automatic overtaking, it can be said that the regulation of continuous lane change is looser in the case of route guidance. In the example shown in the figure, the number of lane changes due to automatic overtaking is counted up when it is performed during the regulation time T, and when it is performed outside the regulation time T, it is counted as the first time (first time). good.

As described above, according to the present embodiment, continuous course changes (especially lane changes) of the vehicle V are regulated, while the regulation is changed based on the driving conditions, so the convenience of the vehicle V is greatly reduced. can be avoided. In the present embodiment, by distinguishing between the causes of requests as conditions during running, it is possible to implement regulations and relax them in accordance with the causes of requests.

Above all, in this embodiment, by regulating when the cause of the request is a course change request instructed by the occupant, it is possible to regulate the execution when the occupant unnecessarily gives continuous course change instructions. can be done. In addition, regarding the course change request by the system side, by relaxing the regulation, it is possible to execute the course change that is necessary in terms of travel control. The system may deregulate all of the lane change requests. With restrictions), the restrictions can be relaxed to the extent necessary to maintain the convenience of the vehicle V.

In this embodiment, lane change requests from the system for which regulations are relaxed include cases of lane reduction, route guidance, and automatic overtaking, but other lane change requests from the system The restriction may also be relaxed, and conversely, the restriction may be relaxed for one or both of lane reduction, route guidance, and automatic overtaking.

<Second embodiment>
In the first embodiment, the presence or absence of the restriction was exemplified as the content of the change in the continuous lane change restriction, but the restriction period may be changed. FIG. 6 is an explanatory diagram thereof. The illustrated example illustrates a regulation time T1 and a regulation time T2 shorter than the regulation time T1. In principle, lane change is not permitted during regulation time T1, but as an exception, lane change is not permitted during regulation time T2, and the regulation is relaxed.

FIG. 7 is a flow chart showing an example of the permission/refusal determination process of FIG. 2(B) in this embodiment. In this example, as in the first embodiment, the continuous lane change regulation is changed based on the cause of the lane change request. The difference from the first embodiment is that the lane change request is not always permitted in the case of route guidance, but is permitted when the regulation time T2 has elapsed.

In S31, the ECU 20 determines whether or not the vehicle V can safely change lanes by referring to the target recognition result or the like. This is the same processing as S21 in the example of FIG. If the lane change is possible, the process proceeds to S32, and if the lane change is not possible, the process proceeds to S39. In S39, the lane change prohibition is set and the process ends.

In S32, the ECU 20 determines whether or not the regulation time T1 has elapsed since the previous lane change. That is, it is determined whether or not there are multiple lane changes within the regulation time T1. Whether or not the regulation time T1 has elapsed is determined by referring to the timer that started operating in S14 of FIG. 2(B). If the regulation time T1 has elapsed, the process proceeds to S38, sets permission for lane change, and terminates the process. If the regulation time T1 has not elapsed, the process proceeds to S33.

In S33, the ECU 20 determines whether or not the lane change request in S11 of FIG. If so, proceed to S38. This allows continuous lane changes. If it is not a lane change request due to lane reduction, the process proceeds to S34.

In S34, the ECU 20 determines whether or not the lane change request in S11 of FIG. 2B is caused by route guidance for guiding the vehicle V to the destination. If it is not a lane change request by route guidance, the process proceeds to S36.

In S35, the ECU 20 determines whether or not the regulation time T2 has elapsed since the previous lane change. That is, it is determined whether or not there are multiple lane changes within the regulation time T2. Whether or not the regulation time T2 has elapsed is determined by referring to the timer that started operating in S14 of FIG. 2(B). If the regulation time T2 has elapsed, the process proceeds to S38, sets permission for lane change, and terminates the process. If the regulation time T2 has not elapsed, the process proceeds to S39, sets the lane change disapproval, and terminates the process.

The processing of S36 and S37 is the same processing as S25 and S26 of FIG. That is, in S36, the ECU 20 determines whether or not the lane change request in S11 of FIG. advances to S39 to set the disapproval of lane change, and advances to S37 if the lane change request is for automatic overtaking. In S37, the ECU 20 determines whether or not the current lane change request is executed for the third time or more in a series of lane changes due to automatic overtaking. is set, and if it is the second time, the process advances to S38 to set the lane change permission.

As described above, according to the present embodiment, the change in the regulation of the continuous course change of the vehicle V includes the change in the lengthy regulation period. As a result, even in the case of a route change request by route guidance, it is possible to restrict continuous route changes in an extremely short period of time. In the example of FIG. 7, the case of lane reduction and continuous lane change requests due to automatic overtaking are allowed even within the regulation time T2. As in the case above, the processing may be allowed on the condition that it is outside the regulation time T2.

<Third embodiment>
In the first embodiment and the second embodiment, the regulation of continuous course change is changed based on the cause of the course change request, but the regulation may be changed based on other conditions during traveling. In this embodiment, a case where the regulation is changed based on the driving environment of the vehicle V will be described.

The driving environment of the vehicle V can be an area on the map where the vehicle V is driving. For example, continuous lane changes can be less restrictive in areas with less traffic than in areas with more traffic. Traffic volume may be further differentiated by time zone. Another example of an area on the map is a road with many lane changes. FIG. 8A shows an example thereof. In the area 100 of the figure, there are six lanes L1 to L6, and in order to reach the branch road L6 from the lane L1, it is necessary to change lanes repeatedly. Lane change restrictions may be relaxed in such predetermined areas. The relaxation of restrictions may be permission to change lanes or a change in restriction period. The current position of the vehicle V can be specified by the recognition result of the ECU 28 .

Another example of the driving environment of the vehicle V is the distance between the vehicle V and the nearest branch point in the direction of travel. If the branch point is close, there is a possibility that the vehicle V will change lanes toward the branch road. Therefore, if the distance from the current position of the vehicle V to the branch point is short, the continuous lane change regulation is better than if it is far. Loosen. FIG. 8(B) shows an example of this, in which the restriction on continuous lane changes is relaxed within a range of distance L (for example, 100 m) before the branch point. From a similar point of view, the restriction on continuous lane changes may be loosened in the range of distance L before the merging point in the case of lane reduction or the like illustrated in FIG. 4(C).

Another example of the driving environment of the vehicle V is the distance between the vehicle V and the nearest toll gate of the toll road. In the vicinity of the toll gate, there is a possibility that the vehicle V will change course toward the passage corresponding to each gate. When the distance from the current position of the vehicle V to the branch point is short, the continuous lane change regulation is made looser than when it is far. FIG. 9A shows an example thereof. In the illustrated example, the tollgate 101 is provided with a plurality of gates G (for example, unmanned gates; four in the illustrated example). The restriction on continuous lane changes is loosened within the range of distance L (for example, 100 m) in front of the toll booth.

The tollgate 101 may be an entrance tollgate or an exit tollgate of a toll road. Further, in some cases, the passage corresponding to each gate G does not have a boundary line separating the passage as in the example of FIG.

Another example of the driving environment of the vehicle V is the type of lane in which the vehicle V is driving. For example, when the vehicle V is traveling in the overtaking lane, it is desirable to change lanes to the driving lane. Therefore, when the lane in which the vehicle V is traveling is the overtaking lane, the continuous lane change regulation can be loosened compared to the case where the vehicle V is traveling in the traveling lane, and the lane change to the traveling lane can be urged. . FIG. 9B shows a case where the vehicle V changes lanes from the driving lane L1 to the passing lane L2. After that, the vehicle V is subject to continuous lane change restrictions, but the restrictions can be relaxed in order to encourage the vehicle to return to the driving lane L1.

Another example of the type of lane is whether or not it is a selected lane selected in route guidance for guiding the vehicle V to the destination. For route guidance, it is preferable that the vehicle V travels on the selected lane. Therefore, when the lane in which the vehicle V is traveling is the selected lane, the vehicle V may be easily maintained in the selected lane by making the regulation stricter than when the lane is not the selected lane. FIG. 9(C) shows a situation in which the vehicle V has changed lanes from lane L2 to lane L1 along route GR by route guidance. Concerning the subsequent lane change, since lane L1 is the selected lane, the regulation can be tightened, and when the passenger instructs lane change to lane L2, it is not permitted.

FIG. 10 is a flow chart showing an example of the permission/refusal determination process of FIG. 2(B) in this embodiment. This is an example in which the cause of the lane change request is irrelevant like the first embodiment and the second embodiment.

In S41, the ECU 20 determines whether or not the vehicle V can safely change lanes by referring to the target recognition result and the like. This is the same processing as S21 in the example of FIG. If the lane change is possible, the process proceeds to S42, and if the lane change is not possible, the process proceeds to S48. In S48, the lane change prohibition is set, and the process ends.

In S42, the ECU 20 determines whether or not the regulation time T has elapsed since the previous lane change. That is, it is determined whether or not the lane changes are continuous. Whether or not the regulation time T has elapsed is determined by referring to the timer that started operating in S14 of FIG. 2(B). If the regulation time T has elapsed, the process proceeds to S48, sets permission for lane change, and terminates the process. If the regulation time T has not passed, the process proceeds to S43.

In S43, the ECU 20 determines whether or not the vehicle V is traveling in a predetermined area on the map. The predetermined area is, for example, a predetermined low traffic area or the area 100 shown in FIG. 8(A). When it is determined that the vehicle V is traveling in the predetermined area, the process proceeds to S48 to set the lane change permission, and when it is determined that the vehicle V is not traveling in the predetermined area, the process proceeds to S44.

In S44, the ECU 20 determines whether or not the vehicle V is traveling in a range near a branch point. For example, it is determined whether or not the vehicle V is traveling within the range of distance L illustrated in FIG. 8(B). When it is determined that the vehicle V is traveling in a range near the branch point, the process proceeds to S48 to set the lane change permission, and when it is determined that the vehicle V is not traveling in a range near the branch point, the process proceeds to S45.

In S<b>45 , the ECU 20 determines whether or not the vehicle V is traveling in a range close to the toll booth 101 . For example, it is determined whether or not the vehicle V is traveling within the range of distance L illustrated in FIG. 9(A). If it is determined that the vehicle V is traveling in an area close to the tollgate 101, the process proceeds to S48 to set the lane change permission, and if it is determined that the vehicle V is not traveling in an area close to the tollgate 101, the process proceeds to S46. move on.

In S46, the ECU 20 determines whether or not the vehicle V is traveling in the lane selected by route guidance. For example, as illustrated in FIG. 9C, it is determined whether or not the vehicle is traveling in lane L1. If it is determined that the vehicle V is traveling in the selected lane, the process proceeds to S48 to set the lane change permission, and if it is determined that the vehicle V is not traveling in the selected lane, the process proceeds to S47.

In S47, the ECU 20 determines whether or not the vehicle V is traveling in the passing lane. For example, as illustrated in FIG. 9B, it is determined whether or not the vehicle is traveling in lane L2. When it is determined that the vehicle V is traveling in the overtaking lane, the process proceeds to S48 to set permission for lane change, and when it is determined that the vehicle V is not traveling in the passing lane, the process proceeds to S49 to disallow lane change. to end the process.

As described above, according to the present embodiment, the regulation of the continuous lane change of the vehicle V is changed based on the driving environment of the vehicle V. Therefore, for example, even if the continuous lane change is instructed by the passenger, It may be permitted depending on the driving environment, and continuous lane changes can be restricted without significantly reducing the convenience of the vehicle V.

In addition, in the example of FIG. 10 , the process of allowing continuous lane changes according to the driving environment is performed, but the process of changing the regulation period may be performed as in the second embodiment. Also, as the driving environment, the predetermined area (S43), the distance to the branch point (S44), the distance to the tollgate 101 (S45), and the lane type (S46, S47) were exemplified. 1 may be used as a decision factor, or conversely, another driving environment (for example, the distance to a junction) may be added as a decision factor.

<Fourth embodiment>
The frequency of lane changes may be taken into account as a driving situation for changing the regulation of continuous lane changes. If the frequency of lane changes is low, the lane change regulations will be relaxed, and if it is frequent, the regulations will be tightened. FIG. 11(A) shows a processing example of the ECU 20 related to the regulation of continuous lane changes, and shows a processing example in place of the processing example of FIG. 2(B). Hereinafter, the description of the same processing as the processing example of FIG. 2B will be omitted, and the different processing will be described.

When the ECU 20 determines in S13 that the lane change has been completed, the ECU 20 calculates the frequency of lane changes in S14' instead of S14 in FIG. 2(B). The frequency can be calculated as the number of lane changes per unit traveled distance. For example, each time the lane change is completed, the completion point is recorded, and the number of lane changes in a predetermined travel section (for example, the most recent 500 m section) is specified when the lane is changed. Let the specified number of times be the frequency.

FIG. 11(B) is a flow chart showing an example of the permission/refusal determination process of FIG. 2(B) in this embodiment. In S51, the ECU 20 determines whether or not the vehicle V can safely change lanes by referring to the target recognition result or the like. This is the same processing as S21 in the example of FIG. If the lane change is possible, the process proceeds to S52, and if the lane change is not possible, the process proceeds to S54. In S54, the lane change prohibition is set and the process ends.

In S52, the ECU 20 determines whether the frequency calculated in S14' exceeds a threshold value (for example, several times). If it is determined that the threshold value is exceeded, the process proceeds to S54 to set the lane change disapproval and terminate the process. If it is determined that the threshold value is not exceeded, the process advances to S53 to set the lane change permission and terminates the process.

As described above, in the present embodiment, by taking into account the frequency of lane changes, it is possible to restrict repeated lane changes that are annoying to the surroundings, while permitting lane changes that are deemed necessary. In the example of FIG. 11(B), if the frequency of lane changes is low, continuous lane changes are allowed. The case of time T and the case of regulation time 0). However, the length of the regulation period may be different depending on the frequency. For example, the frequency may be divided into three levels of 1, 2, and 3 or more, with a regulation time T1 for frequency 3 or higher, a regulation time T2 (<T1) for frequency 2, and a regulation time T3 (=0) for frequency 1. In any case, by setting the restriction period shorter when the frequency is high than when the frequency is low, it is possible to restrict repeated lane changes that are annoying to the surroundings, while permitting lane changes that are deemed necessary.

<Other embodiments>
The first embodiment to the second embodiment can be appropriately combined. When combining the first embodiment and the third embodiment, it is possible to give priority to either the cause of the request or the running environment. For example, when priority is given to the cause of the request, continuous lane changes are permitted regardless of the driving environment if the lane change is requested by route guidance. continuous lane changes are allowed. Conversely, if the driving environment is given priority, as long as the vehicle is driving in a predetermined area (S43), continuous lane changes are permitted regardless of the cause of the lane change request.

It is also possible to make the request cause and the driving environment as weighted requirements. For example, if the remaining distance to the branch point is less than a predetermined distance (FIG. 8B), and the cause of the request to change course is route guidance, the continuous course change of the vehicle V is relaxed (not regulated). , or to shorten the lengthy regulation period). Similarly, when the remaining distance to the toll gate is less than a predetermined distance (Fig. 9A) and the cause of the request for the change of course is route guidance, the continuous course change of the vehicle V is relaxed (regulation (or shorten the lengthy regulatory period).

<Summary of embodiment>
The above embodiments disclose at least the following embodiments.

1. The vehicle control device (for example, 1) of the above embodiment includes:
A vehicle control device for controlling a vehicle,
travel control means (for example, 20, S3) for controlling travel of the vehicle including course changes;
a regulating means (for example, 20, S12) for regulating multiple course changes of the vehicle within a predetermined period by the travel control means,
The regulation by the regulation means is changed based on the condition of the vehicle during travel.
According to this embodiment, continuous route changes are not uniformly restricted, but are changed based on the conditions of the vehicle during travel. It is possible to regulate the course change.

2. In the above embodiment,
Said situation includes a cause for requesting a change of course (eg FIGS. 4(A)-4(C)).
According to this embodiment, the regulation can be changed according to the cause of the request to change the course, and the regulation can be relaxed according to the cause of the request.

3. In the above embodiment,
The request cause includes route guidance for guiding the vehicle to a destination under the control of the travel control means,
The regulation means does not regulate the course change when the route guidance is the cause of the request (for example, S24).
According to this embodiment, route guidance can be performed more smoothly.

4. In the above embodiment,
The request cause includes route guidance for guiding the vehicle to a destination under the control of the travel control means,
The regulation means does not regulate the course change when the route guidance is requested when the remaining distance to the junction is less than or equal to a predetermined distance.
According to this embodiment, restrictions can be relaxed when particularly necessary for route guidance.

5. In the above embodiment,
The vehicle control device according to claim 2,
The request cause includes route guidance for guiding the vehicle to a destination under the control of the travel control means,
The regulation means does not regulate the course change when the route guidance is requested when the remaining distance to the toll gate of the toll road is less than or equal to a predetermined distance.
A vehicle control device characterized by:
According to this embodiment, restrictions can be relaxed when particularly necessary for route guidance.

6. In the above embodiment,
The cause of the request is
Route guidance (for example, FIG. 4(A)) for guiding the vehicle to a destination under the control of the travel control means;
Overtaking a preceding vehicle that is running under the control of the running control means (for example, FIG. 4(B));
lane reduction (for example, FIG. 4(C)) on the road during travel under the control of the travel control means;
A course change instruction by the crew (for example, 51, 52),
including at least any two of
According to this embodiment, by changing the regulation by distinguishing the cause of the lane change request, it is possible to perform the regulation and its relaxation according to the cause of the request.

7. In the above embodiment,
The cause of the request is
A course change instruction by a crew member;
and a system request for cruise control of the vehicle by the cruise control means,
When the course change instruction is the cause of the request, the regulation by the control means is stricter than when the system request is the cause of the request (for example, FIGS. 5 and 7).
According to this embodiment, when the occupant unnecessarily instructs a continuous course change, the execution of the instruction is restricted, while the system side can execute the necessary course change.

8. In the above embodiment,
The cause of the request is
route guidance for guiding the vehicle to a destination under the control of the travel control means;
a diversion instruction by the crew, and
The regulatory means are
When the course change instruction is the cause of the request, restricting the vehicle from changing course multiple times within the predetermined period (for example, T or T1),
When the route guidance is the cause of the request, the route change is not restricted (for example, S24), or multiple route changes of the vehicle are restricted within a period shorter than the predetermined period (for example, S35). .
According to this embodiment, when the occupant unnecessarily instructs a continuous course change, it is possible to restrict the execution of the instruction and to execute the course change necessary for route guidance.

9. In the above embodiment,
The situation includes the driving environment of the vehicle (for example, FIGS. 8(A)-8 (B) ).
According to this embodiment, regulations can be changed according to the type of driving environment of the vehicle, so that the regulations can be relaxed according to the driving route and geographical circumstances.

10. In the above embodiment,
The situation includes the lane in which the vehicle is traveling on a road with multiple lanes (for example , FIGS. 9(B) and 9(C) ).
According to this embodiment, the regulation can be changed by distinguishing between lanes.

11. In the above embodiment,
When the lane in which the vehicle is traveling is a selected lane selected in route guidance for guiding the vehicle to the destination under the control of the travel control means, the lane is not the selected lane. severely regulated by (eg S 46 ).
According to this embodiment, it is possible to make it easier to keep the vehicle running in the lane selected by the route guidance.

12. In the above embodiment,
the situation includes the current position of the vehicle with respect to a junction (eg, FIG. 8(B));
When the current position is closer to the branch point, the regulation by the regulation means is looser than when it is farther away (for example, S44).
According to this embodiment, it is possible to make it easier to change course in preparation for a branch point while restricting continuous course changes.

13. In the above embodiment,
The context includes the area (eg 100) on the map in which the vehicle is traveling.
According to this embodiment, regulations can be changed according to geographical circumstances.

14. In the above embodiment,
A change in regulation by the regulation means includes at least one of existence or non-existence of regulation and a change in the length of the predetermined period.

15. In the above embodiment,
The situation includes the number of course changes per unit traveled distance,
The predetermined period is set shorter when the number of route changes per unit traveled distance is large than when the number of route changes is small (for example, FIG. 11(B)).
According to this embodiment, by taking into account the frequency of course changes, it is possible to restrict repeated course changes that are annoying to the surroundings, while permitting course changes that are deemed necessary.

16 . The vehicle of the above embodiment is
A vehicle (for example, a V) is provided with the vehicle control device.
According to this embodiment, the continuous route change is not uniformly restricted, but is changed based on the driving situation. It is possible to regulate the course change.

Although the embodiments of the invention have been described above, the invention is not limited to the above embodiments, and various modifications and changes are possible within the scope of the gist of the invention.

V vehicle, 1 control device, 20 ECU

Claims (6)

A vehicle control device for controlling a vehicle,
travel control means for controlling travel of the vehicle including course changes;
a regulating means for regulating multiple route changes within a predetermined period of the vehicle by the travel control means,
The regulation by the regulation means is changed based on the condition of the vehicle during running ,
the situation includes a diversion request cause;
The request cause includes route guidance for guiding the vehicle to a destination under the control of the travel control means,
The regulating means does not regulate the course change when the route guidance is the cause of the request when the remaining distance to the branch point is less than or equal to a predetermined distance.
A vehicle control device characterized by: A vehicle control device for controlling a vehicle,
travel control means for controlling travel of the vehicle including course changes;
a regulating means for regulating multiple route changes within a predetermined period of the vehicle by the travel control means,
The regulation by the regulation means is changed based on the condition of the vehicle during running ,
the situation includes a diversion request cause;
The request cause includes route guidance for guiding the vehicle to a destination under the control of the travel control means,
The regulation means does not regulate the course change when the route guidance is requested when the remaining distance to the toll gate of the toll road is less than or equal to a predetermined distance.
A vehicle control device characterized by: A vehicle control device for controlling a vehicle,
travel control means for controlling travel of the vehicle including course changes;
a regulating means for regulating multiple route changes within a predetermined period of the vehicle by the travel control means,
The regulation by the regulation means is changed based on the condition of the vehicle during running ,
the situation includes a diversion request cause;
The cause of the request is
A course change instruction by a crew member;
and a system request for cruise control of the vehicle by the cruise control means,
When the course change instruction is the cause of the request, the regulation by the regulation means is stricter than when the system request is the cause of the request.
A vehicle control device characterized by: The vehicle control device according to any one of claims 1 to 3 ,
The change in regulation by the regulation means includes at least either the presence or absence of regulation or a change in the length of the predetermined period,
A vehicle control device characterized by: The vehicle control device according to any one of claims 1 to 3 ,
said situation includes the number of course changes per unit mileage;
The predetermined period is set shorter when the number of route changes per unit traveled distance is larger than when the number of route changes is small.
A vehicle control device characterized by: A vehicle comprising the vehicle control device according to any one of claims 1 to 5 .

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